Fuel-supply system.



D. L. GALUSHA.

FUEL SUPPLY SYSTEM.

APPLICATION nuzu nAYn. I917.

1,256,785 Patented Feb.19,1918.

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$3. N van D. L. GALUSHA.

FUEL SUPPLY SYSTEM. APPLICATION man MAYIT, 1911 1 ,256,785. Patented Feb.19,1918.

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.27706212'02, D SN 1 D. L. GALUSHA.

FUEL SUPPLY SYSTEM.

APPLICATIQN FILED MAY 17, 1911.

1,256,785. v Patented Feb. 19, 191's;

4 SHEETSSHEET 3- D. L. GALUSHA.

FUEL SUPPLY SYSTEM.

APPLICATION FILED MAY 1?. 1911.

1,256,785. Patented Feb.19,1918.

4 SHEETS-SHEET 4.

DON Ii. GALUSHA, 0? WIN CHESTER, MASSACHUSETTS.

FUEL-sunny SYSTEM.

Specification of Letters Patent.

Patented Feb. 19, 1918.

Appliciition filed Kay 17, 1917. Serial No. 169,220.

To all whom it may concern:

Be it known that I, DoN L. GALUsHA, a citizen of the United States, residing at Winchester, in the county of Middlesex and State of Massachusetts, have invented an Improvement in Fuel-Supply Systems, of wh1ch the following is a specification.

My invention relates to a fuel supply system for automobiles, and has especial reference to the vacuum feed system, although it may relate equally wellr'to the pressure feed system. I

The object of my invention is in the provision of a fuel supply system having means for a mainand reserve supply of fuel, and in which the exhaustion of the main fuel supply causes the operation of a suitable alarm, and in which the exhaustion of the main fuel supply may permit the operation of the engine upon the reserve fuel supply and the simultaneous operation of a suitable alarm.

The means by which I carry out the object of my invention is in the provision of a dual set of fuel feed pipes extending from the vacuum tank to the fuel supply tank, one of which pipes extends into'said tank a greater distance than the other, and the distance between the ends of the two pipes constitutes a measure of the reserve fuel supply. Suitable mechanism is associated with the dual feed pipes, whereby the cessation of fuel flow in one of said pipeswill cause the automatic operation of a suitable alarm. and admit of either manual or automatic control of the reserve fuel supply.

- Figure 1 is a diagrammatic representation of my invention.

Fig. 2 is a modification of Fig. 1..

Fig. 3 is a further modification of Fig. 2.

Fig. 4 is a fragmentary sectional detail of Fig. 3.

Fig. 5 is a further modification of Fig. 2.

Fig. 6 is a further modification of Fig. 2.

Fig. 7 is an enlarged sectional view of the indicator of Fig. 6.

Fig. 8 is a modification of Fig. 7.

Fig. 9 is a modification of Fig. 6.

' Fig. 10 is an enlarged sectional detail of the float valve of Fig. 9.

As here shown, my invention is applied to an automobile using a well-known vacuum fuel feed system, although it may equally well be applied to other vacuum fuel feed systems Or to a pressure feed system, in which the vacuum tank comprises the outer shell 10, which constitutes the buret er of the engine, and is in permanent communication with the atmosphere through said pipe 13 which 0 ens into the top of said outer chamber, al of which is usual with the vacuum system chosen to illustrate the application of my invention.

The main fuel feed pipe 14 extends from the vacuum tank to the fuel supply tank 16,

which is usually disposed at the rear of the automobile, and terminates therein at a short distance above the bottom thereof.

An auxiliary feed pipe 17 joins the. main feed pipe at some point near the vacuum tank and extends into the fuel supply tank and terminates therein at some distance above the end of the main fuel pipe. The distance between the ends of the two pipes is a measure of the reserve fuel supply. Supply tank 16 is in permanent communication with the atmosphere.

A valve 18 is placed in the auxiliary fuel pipe at some convenient point, and a universal joint 19 and rod 20 connect its stem with a handle or lever 21 arranged on the dash or cowl 22 of the automobile.

in the normal operation of the apparatus, with valve 18 open and supply tank 16 filled.

' with fuel, the vacuum created in the filling chamber of the vacuum tank by the suction of the engine acting through the suction pipe 13, causes a flow of fuel in both the main and the auxiliary fuel pipes from the supply tank 16 to the vacuum tank. Fuel will continue to flow in both pipes 14 and 17 until the fuel level in the supply tank 16 reaches the level oa just below the open end of the auxiliary fuel pipe 17. When this level is reached, air is drawn in said pipe and the vacuum at the junction of the dual fuel pipes 14 and 17 is broken, and

consequently the fuel in pipe 14 returns to the supply tank and only air is drawn into the vacuum tank. The engine now operates on the fuel contained in the vacuum tank, and, as soon as this is exhausted, the engine stops, thus giving warning to the operator of the exhaustion of the main fuel supply. The operator then moves lever 2l on the dash of the automobile to a posltlon coinciding with the closed position of valve 18 in the auxiliary ipe line, and. spins the engine with closed t rottle. Since the auxiliar fuel ipe 17 is now closed, the suction pro uced by this operation draws fuel through pipe 14 to fill the vacuum tank, and the engine a ain operates on fuel WlllCh is now supplie "by one pipe only. The engine may now run until the reserve supply 1s exhausted.

Thepositions of lever 21 on the cowl, corresponding to the open and closed positions of valve '18, may be suitably marked to indicate the operation of the engine on the main or the reserve fuel supply.

1n the apparatus above described, the only warning given of the exhaustion of the main fuel supply is the stopping of the engine, and the reserve fuel supply is manually controlled. I

Fig. 2 represents a modification of my invention in which a visual signal of exhaustion of the main fuel supply is provided upon the cowl of the automobile, and the necessity of manual reserve fuel supply control is obviated.

The main fuel pipe 14 is connected, as in Fig. 1, directly to the vacuum tank, but an auxiliary float chamber 23 is interposed in the auxiliary pipe 17 at some point adjacent the vacuum tank, and the inlet to the float chamber is controlled by a'valve 24 controlled by the fioat 25. When supply tank 16 has a fuel supply extending above the opening of auxiliary pipe 17, chamber 23 is full of fuel and valve 24 is consequently open, but when the main fuel sup ly is exhausted, chamber 23 is exhausted of fuel and valve 24 is closed, thus preventing access of air into chamber 23 and the consequent breaking of the vacuum in the vacuum tank, as would otherwise occur.

A pipe 26 is connedted into the main fuel pipe 14 near its junction with auxiliary pipe 17, and extends into the top of float chamber 23 and is provided with a flap valve 27 for a purpose hereafter to be explained.

A dash-indicating device is interposed in the auxiliary fuel pipe 17 at some convenient point, and comprises a glass tube 28 suitably supported in members 29. One of the members 29 is provided with a ball check valve 30, which, acting in conjunction with loop 31 in pipe 17 serves to prevent the draining of pipe 17 during the periods when atmospheric pressure exists in the vacuum tank.

A ball 32 of cork or other suitably buoyant material is disposed within lass tube 28 and in the normal operation 0 the system, occupies the top part of the tube, being maintained therein by its buoyancy, and is, therefore, out of view. When, however, the main fuel supply is exhausted, fuel is withdrawn from the glass tube and the ball 32 sinks to the bottom of the tube and appears to view, thus providing a visible signal of the exhaustion of the mam fuel su ply.

In the normal operation of this modification of my invention, with a supply of fuel in tank 16 in excess of the reserve supply,

'auxiliar float chamber 23 is filled withfuel,

and fue flows into the vacuum tank 10, due to the vacuum therein, through both fuel pipes 14 and 17, and the ball 32 in the dashindicator is invisible, thus indicating a sufiimediate flow of fuel will take place from said chamber into the main fuel tank 16 through main fuel pipe 14 until the level of the fuel in said chamber has reached a point sufficient to permit the closing of valve 24 in pipe 17 byfloat 25. Fuel will then be drawn into the vacuum tank through pipe 14 alone by the suction of the engine until the reserve su ply is exhausted.

ipe 26 with valve 27 is connected between the main fuel pipe 17 and chamber 23 to provide for the initial filling of said chamber with fuel. When the chamber 23 is empty and valve 24 consequently closed and the engine is in operation, the suction produced thereby will cause fuel to flow in the main pipe 14 toward the vacuum tank; and, because of the opening of pipe 26 into pipe 14 and the fact that both ends of pipe 26 are at the same pressure, fuel will flow through pipe 26 and valve 27 into chamber 23 until float 25 is raised sufficiently to open valve 24, after which the engine suction will cause a simultaneous flow of fuel through pipes 17 and 14 until the main fuel supply is exhausted.

Fig. 3 is a modification of Fig. 2, inthat the auxiliary float chamber is dispensed with, and the float 25 placed directly in the emptyin chamber 10 of the vacuum tank. Float 25 is attached to a lever 33 pivoted at 34, which has its free end pivoted to a rod 35, which is movably connected to an arm 36 secured to shaft 37. Said shaft 37 is journaled 1n the outer and inner tanks 10 and 11 and rojects therethrough. The end of said sha t terminatin within the filling chamber 11 has secure to it an arm 38, which extends on the opposite side of shaft 37 from arm 36 and controls a valve 39 in the auxiliary fuel pipe 17 which opens into the filling chamber. The other end of shaft 37 terminates in an arm 40 operably connected to a rod 41 extending to a suitable indicating device 42.

Assumin the main fuel tank to be filled with fuel, t e vacuum tank empty, float 25 in its low position, and valve 39 in the auxiliary pipe 17 consequently closed, float valve 12 in the filling chamber 11 to be at its lowest point and consequently the atmospheric valve 43 to be closed and suction valve 44 (see Fig. 1) to be open, and the engine rotated, the suction caused by the rotation of the engine creates a vacuum in the filling chamber and fuel is drawn from the main supply tank 16 through pipe 14 into said filling chamber and fills this chamber, valve 45 being meanwhile maintained upon. its seat by atmospheric pressure. When a certain amount of fuel has entered the filling chamber, float 12 is raised and operates to close the suction valve 44 and to open the atmospheric valve 43. Valve 45 now opens, due to the weight of fuel acting upon it, and ermits fuel to flow from the filling cham er 11 into emptying chamber 10, raising float 25 and consequently openin valve 39 in the auxiliary fuel pipe 17. As t 1e fuel level in the filling chamber descends, the float valve 12 is correspondingly lowered and operates to open suction valve 44 and close atmospheric valve 43. As valve 39 is maintained open by the position of float 25 in the emptying chamber 10, the suction of the engine acting through pipe 13 creates a flow of fuel through both the main fuel ipe 14 and the auxiliary pipe-17 until the fil ing chamber is filled with fuel to the predetermined level, when the atmospheric valve 43 will be opened and the suction valve 44 will be closed and fuel willflow into the emptying chamber 10 and maintain valve 39 in auxiliary pipe ,17 open.

This alternate filling of the chamber 11 through both the main and auxiliary fuel pipes, and its consequent emptying into the emptying chamber 10, will continue until the main fuel supply is exhausted, and the fuel in supply tank 16 is below theopening of the auxiliary pipe 17. Upon the breaking of the seal over the end of pipe 17 because of the exhaustion of the main fuel supply, filling chamber 11 will be maintained at atmospheric pressure, and the engine suction will be ineffective in causing a flow of fuel through the main pipe 14 and consequently the fuel level in emptying chamber 10 will be lowered. and at some fuel level therein, the float 25 will be actuated to close valve 39 in the auxiliary pipe 17. As the filling chamber is now closed to the atmosphere, the suction of the engine will cause fuel flow through the main pipe 14 into the filling chamber and subsequently into the emptying chamber 10, where it causes the float 25 to be raised and valve 39 again opened. With the exhaustion of fuel from the emptypipe 17.

ing chamber 10, the cycle of. operation is again repeated, the engine drawing the reserve fuel through pipe 14 until the supply is exhausted.

Indicator '42 is maintained inoperative while fuel is being drawn through both fuel pipes, because float 25 is maintained in its ralsed position, being always submerged in fuel, but, as soon as the main supply is exhausted and fuel is supplied through the main pipe 14 only, the float 25 is alternately raised and lowered, and consequently operates the indicating device 42, and gives notice of. the exhaustion of the main fuel supply.

A modification of the form of my invention illustrated by Fig. 2 is shown in Fig. 5,

in which the auxiliary fioat chamber 23 is disposed adjacent the cowl of the automobile and the indicating-means are directly connected thereto.

As here shown, the dash-indicating device, which consists of a glass tube 28 secured in liquid-tight relation between two members 29, and which has disposed therein the indicating ball 32, is connected to auxiliary float tank 23 by two pipes 46 and 47 of which pipe 47 has an upward slope from the dash-indicator to the tank 23 to permit the escape of air that might otherwise become trapped in the indicator.

The opening of the two pipes 46 and 47 is below the normal level'of fuel in tank 23 and consequently the dash-indicator and connecting pipes are normally full of fuel, and the ball 32 is maintained, by its buoyancy, in the upper part of the indicator, out of view. When, however, the main supply of fuel becomes exhausted, the tank 23 becomes emptied of fuel as has been heretofore described, and consequently the ball 32 in the dash-indicator descends into view and gives a visible indication of an insufficient supply of fuel.

A further modification of my invention is shown in Figs. 6 and 7, in which the auxiliary float chamber is dispensed with, and its functions are performed by the indicatingmeans secured to the dash or cowl of the automobile.

As here shown, the indicating-device is secured to the cowl 22 and inserted at a suitable point in the auxiliary fuel pipe 17 and is a modification of the cowl indicating-device previously described. It comprises a glass tube 48 suitably secured in two supporting members 49 which are provided with flanged and threaded ends 50, by means of which the indicating-device is secured to the cowl 22 and to the ends 51, 52, of the The hollow central ducts of the members 49 permit a free flow of fuel through glass tube 48. A ball 32 of cork or other material adapted to float u on the liquid fuel, is disposed within said glass tube 48, and is free to move longitudinally therein, but is prevented from passing into pipe 17 because of the smaller diameter of the duct in member 49.

A valve seat 53 is provided in the lower part of glass tube 48 and is adapted tobe closed by ball 32 when the main supply of fuel is exhausted, and valve seat 53 is provided with a by-pass 54 for a purpose to be hereinafter explained. 'A check valve 55 is interposed in the auxiliary pipe 17 between for the purpose of providing substantially equal heads of fuel in both pi es.

-With supply tank 16 full 0 fuel, the suction of the engine acting through suction pipe 13 creates a vacuum in vacuum tank 10, and induces a flow of fuel through the main pipe 14 into said tank. The vacuum in said tank maintains ball 32 against its seat 53 in auxiliary pipe 17 and would normally pre vent a flow of fuel in auxiliary pipe 17, but valve seat 53 is provided with a small bypass 54 through which air can slowly pass, and consequently, very soon after the engine has been set in motion, the suction of the engine raises fuel in pipe 17 and floats ball 32 from its seat. There is now an unobstructed passage for fuel flow through pipe 17 and consequently ball 32 is earned out of sight into upper member 49 and fuel flows through both the main pipe 14 and the auxiliary pipe 17 into vacuum tank 10 and this flow in both pipes continues untilv the level of the fuel in the main supply tank 16 is at a point below the opening of auxiliary pipe 17. When this point is reached, air is drawn in said pipe, and the fuel contained therein is exhausted and consequently ball 32.falls into view in glass tube 48, thereby indicating the exhaustion of the main fuel supply, and seats itself in valve 53, thus partially closing auxiliary pipe 17 from the vacuum tank 10, and ermitting said tank to continue to draw el from the reserve supply through the main pixie 14.

he by-pass 54 in valve 53, while admitting sufl'icient air to flow therethrough to permit a normal flow of fuel through both supply pipes without undue delay, does not admit sutficient air, when the main fuel supply is exhausted, to interfere with the flow of fuel through main pipe 14 into vacuum tank 10.

by ball 32 and valve seat 57 is exactly similar to the operation of check valve 55, the weight of the fuel in pipe 17 tending to maintain ball 32 on its seat 57, and thus to prevent the emptying of said pipe when there is no vacuum in the vacuum tank 10, and to permit a flow of fuel through said pipe and dash-indicator when there is a vacuum in said tank 10. The other functions of the ball 32 are performed in'this modification as in the above-designed systems.

In order-that the ball may not be carried down the glass tube 48, because of the normal flow of fuel down said tube, the impact pressure of the flowin fuel upon said ball must be less than the uoyancy of said ball 7 in the fuel.

.In the system shown in Fig. 6, the valve or float 32 that is operated by the exhaustion of the main fuel supply to close the auxiliary fuel pipe 17 is disposed in the dashshown disposed at the opening of the auxiliary fuel pipe 17 with the fuel tank 16.

The auxiliary fuel pipe 17, in this modification, is provided with an upturned end 58 to which is secured a casing 59 provided with the valve seat 60 and the ball valve 62 of cork or other buoyant material. As before, the valve seat 60 is provided with a by-pass 61 which is adapted to admit air slowly into pipe 17 when the fuel level in the supply tank is below the opening in said plpe, to clear said pipe of air and so permit the operation of the dash-indicating device.

The dash-indicating device, in this modification, is essentially the same as before, a second cork ball replacing the ball 32 and serving merely to indicate the presence or eftbsence of fuel in the auxiliary pipe, as beore. a

The operation of this modification of the system is similar to the operation 01' the system shown in Fig. 6, the vacuum in the vacuum tank normally causing a simultaneous flow of fuel in the main and auxiliary fuel pipes, and consequently maintaining the ball in the dash indicating device out of view, and the lowering of the fuel level in the main supply tank 16 below a predetermined height operating to close the valve 32 at the end of the pipe 17 but permitting air to enter said pipe through slot 54 to cause the subsequent emptying of said pipe and fuel, a place of fuel delivery, two pipes extended between said source and place of delivery and arranged for the normal simultaneous flow of fuel therethrough and means for automatically indicating the cessation of fuel flow in one of said pipes.

2. In a fuel supply system a source of fuel, a place of fuel delivery, two pipes extended between said source and place of delivery and arranged for the normal simultaneous flow of fuel therethrough and means connected with one of said pipes for automatically indicating the cessation of fuel flow insaid pipe.

3. In a fuel supply system, a main sup ply of fuel, a reserve supply of fuel, a place of fuel delivery, a plurality of fuel pipes extending between said main and reserve fuel supplies to said place of delivery, and arranged for the normal .simultaneous flow of fuel therethrough, and means operable upon exhaustion of the main fuel supply to supply of fuel, a place of delivery, a plurality of pipes extended between said fuel automatically operate an alarm.

4. In a fuel supply s stem, a main supply of fuel, a reserve supply of fuel, a place-of fuel delivery, a plurality of fuel pipes extending between said main and reserve fuel supplies to said placeof delivery, and arranged for the normal simultaneous flow of' fuel therethrou h, and means operable upon exhaustion of t e main fuel supply to operate an alarm and simultaneously operatively disconnect the fuel pipe extending from the main fuel supply to the place of delivery.

5.In a fuel suppl system, a source of fuel, a place of fuel elivery, a plurality of pipes extending between 'said fuel source and said place of delivery andarranged for the normal simultaneous flow of fuel therethrough, and means automatically operable upon cessation of fuel flow in one of said 1pes to operatively disconnect said pipe romthe s stem.

6. In a uel system, a variable supply of fuel, a place of fuel delivery, a plurality of fuel pipes connecting said supply of fuel with said place of fuel delivery and ,arran (1 for the normal simultaneous flow of fue therethrough under a normal condition of fuel supply, and means automati- Y so.

call operated by an abnormal condition of fuef supply to control the flow of fuel throu 11 certain of said fuel pipes.

7. n. a fuel supply system, a variable. suppl of fuel, a placeof fuel dehyery, a

of fuel p1 connectmg said suplu 9 el with said place of fuel delivery,

ply of tion; In testimony whereof, I have signed my means for causing a simultaneous flow of fuel through, all of said pipes under a normal condition of fuel supply, and means automatically operated by an abnormal condition of fuel supply to control the flow of fuel through certain of said fuel pipes, and to cause the actuation of an alarm.

8. In a fuel supply system, a variable supply of fuel, a place of fuel delivery, a plurality of pipes connecting said supply of fuel with said place of fuel delivery and arranged for the simultaneous flow of fuel therethrough under certain conditions of fuel supply, and means automatically operated bycertain other conditions of fuel supply to control the flow of fuel through certain of said pipes.

9. In a fuel supply system, a variable supply of fuel, a place of fuel delivery, a plurality of pipes connecting said supply of fuel with said place of fuel delivery and arranged for the simultaneous flow of fuel therethrough under certain conditions of fuel supply, and means automatically operated by certain other conditions of fuel supply to control the flow of fuel through certain of said pipes to operate an alarm.

10. In a fuel supply system, a variable ply, and to be seated upon a certain other condition of fuel supply, and means for observing the position of said valve.

11..In a fuel supply system, a,variable supply of fuel, a place of delivery, a pluralit of pipes extended between said fuel supp and place of delivery and arran d for t e normal simultaneous .fiow of uel therethrough, and means for indicating the fuel condition of said fuel supply, said means 7 including a check valve arranged in one of said pipes, a seat therefor, said check valve arranged 'to be floated from its seat under 'a certain condition of f uel supply means for observing the position of said valve and means providing a leakage path.

around said check valye inits seated condiname to this specification, in the presence of two subscribing witnesses.

DON L. GALUSHA. 

